Variable-configuration hybrid power assembly

Abstract

The utility model discloses a variable-configuration hybrid power assembly, which comprises a hollow shaft motor (16) and an engine (1), and is characterized in that a hollow shaft of the hollow shaft motor (16) is sleeved on an output shaft of the engine (1), a motor driving tooth (2) is sleeved on the hollow shaft of the hollow shaft motor (16), a mode switching tooth is arranged at the front end of the hollow shaft, and a mode switching tooth sleeve (3) is arranged on the mode switching tooth; a transmission shaft is arranged in the center of the hollow shaft, a one-way clutch (4) is installed at the end of an output shaft of the engine (1), and input combination teeth are arranged on the one-way clutch (4). Under the condition that only one motor is arranged, the pure electric working condition, the pure fuel working condition, the P2 hybrid power working condition, the P3 hybrid power working condition, engine surplus power recovery and braking and downhill energy recovery are achieved; a P3 mode is adopted to drive wheels at the moment of gear shifting, and power-interruption-free gear shifting is achieved; and during gear shifting, the speed of the engine can be adjusted through the motor, the AMT gear shifting time is shortened, and the gear shifting smoothness is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to a clutchless variable configuration hybrid transmission assembly, in particular to a mechanism that can have P2 hybrid mode, P3 hybrid mode, engine surplus power generation, brake downhill energy recovery, pure fuel working condition, pure electric working condition, etc. functions with only one motor, can shift without power interruption, and can shorten the shift time. BACKGROUND

[0002] In parallel hybrid configuration, according to the motor connection position, it can be divided into P0, P1, P2, P3, P4 configuration. In P0 configuration, the motor is connected with the engine pulley, which is mainly used in vehicles with engine start-stop function. In P0 configuration, the motor must rotate with the engine, and cannot realize pure motor driving condition. Its structure is relatively simple, but the output power of the motor needs to be transmitted through the engine, and its transmission efficiency is low. Currently, the models using P0 configuration include Audi SQ7 TDI.

[0003] In P1 configuration, the drive motor is connected with the output shaft of the engine, and its transmission efficiency is higher than that of P0 configuration. Since the drive motor is integrated with the engine, the arrangement of the drive motor is limited, and a drive motor with high torque density needs to be used. The integration is difficult, the cost is high, and the engine and the motor need to be synchronized in real time, which cannot realize pure electric driving. The models using this scheme include Honda Civic and Mercedes-Benz S400.

[0004] In P2 configuration, the motor is in front of the transmission, and the power input point of the drive motor is between the clutch and the transmission. When the clutch is cut off, pure electric driving condition can be realized, and the transmission can be used to amplify the torque of the motor, so that the motor can adapt to all working conditions. However, the drive motor and the clutch are integrated together, which is difficult to integrate and arrange. Currently, the models using P2 configuration include Volkswagen Tiguan and Audi A3 e-Tron.

[0005] In P3 configuration, the motor is at the rear end of the transmission, which has high transmission efficiency and can realize pure electric driving. The arrangement is simple and convenient. When the vehicle is running at high speed, the motor speed is relatively high, and the universal characteristic curve of a certain motor is not in the ideal constant power interval, so the efficiency and power of the motor are seriously reduced. The acceleration performance of the motor is poor at high speed, and the energy efficiency is deteriorated. Currently, the models using P3 configuration include BYD Qin and Changan Elysion.

[0006] In the P4 structure, the motor is connected to the wheel-side axle, and when the engine drives the front wheels, the motor power is connected to the rear axle. The P4 configuration is convenient to arrange, has high transmission efficiency, and can realize four-wheel drive, but the motor cannot directly recover the surplus power of the engine, and at high speed, it faces the same problem as the P3 configuration, that is, the motor has poor acceleration performance at high speed, and the energy efficiency deteriorates. The P4 configuration is used in the BYD Tang, Porsche 918, and Acura NSX.

[0007] In the configuration of direct power coupling, the P2 and P3 have good comprehensive performance and are widely used. Some vehicles use two drive motors to simultaneously have the superior performance of P2 and P3, one of which is placed at the P2 position and the other at the P3 position. The Citroen C4 Cactus Plug-in Hybrid version simultaneously installs drive motors at the P2 and P3 positions to obtain the best comprehensive performance. However, the need to install two drive motors not only increases the cost but also increases the weight of the vehicle. SUMMARY

[0008] The technical problem solved by the present application is to simultaneously realize P2 and P3 hybrid power modes with one motor, recover engine surplus power, recover energy when braking downhill, realize power interruption-free shifting, greatly shorten the shifting time, and avoid clutch wear.

[0009] The technical solution of the present application is:

[0010] A variable configuration hybrid power assembly comprising a hollow shaft motor 16 and an engine 1, characterized in that the hollow shaft of the hollow shaft motor 16 is sleeved on the output shaft of the engine 1, the hollow shaft of the hollow shaft motor 16 is sleeved with a motor driving tooth 2, a mode switching tooth is installed at the front end of the hollow shaft, a mode switching tooth sleeve 3 is installed on the mode switching tooth, a transmission shaft is arranged in the center of the hollow shaft, a one-way clutch 4 is installed at the end of the output shaft of the engine 1, the one-way clutch 4 has input engagement teeth, and the mode switching tooth sleeve 3 has three working states: A. only combined with the hollow shaft; B. combined with the hollow shaft and the one-way clutch 4; and C. combined with the hollow shaft and the motor driving tooth 2.

[0011] The output shaft of the engine 1 is coupled with the input shaft 5 of the transmission 13 through the one-way clutch 4, and the motor driving tooth 2 is engaged with the motor driven tooth 15 on the intermediate shaft of the transmission 13.

[0012] During the shifting process, the engine 1 is rotated at a speed lower than the input shaft 5 of the transmission 13, and direct shifting can be performed.

[0013] When the mode switching tooth sleeve 3 is combined with the one-way clutch 4, the hollow shaft motor 16 is used to regulate the speed of the engine 1; during shifting, the hollow shaft motor 16 is used to reverse the engine 1 to reduce the speed, and at the same time, the hollow shaft motor 16 is used to generate electricity, so that the engine 1 is quickly rotated at a speed lower than the input shaft 5 of the transmission 13.

[0014] When shifting, the mode switching sleeve 3 and the motor driving tooth 2 are combined, the power of the hollow shaft motor 16 is transmitted to the output shaft 7 through the mode switching sleeve 3, the motor driving tooth 2, the motor driven tooth 15, the intermediate shaft 14 and the 4th gear 6, and no power interruption is realized during shifting.

[0015] When the mode switching sleeve 3 and the motor driving tooth 2 are combined, the power of the hollow shaft motor 16 is transmitted to the motor driving tooth 2, or the torque at the motor driving tooth 2 is transmitted to the hollow shaft motor 16 for energy recovery. When the mode switching sleeve 3 and the one-way clutch 4 are combined, the output shaft of the engine 1 and the hollow shaft of the hollow shaft motor 16 rotate synchronously, realizing the coupling of the power of the engine 1 and the power of the hollow shaft motor 16 at the one-way clutch 4.

[0016] The working principle of the utility model is as follows:

[0017] When the mode switching sleeve and the motor driving tooth are closed, the power of the hollow shaft motor is transmitted through the motor driving tooth, and then through the motor driven tooth, the transmission intermediate shaft and the 4th gear, and finally transmitted to the transmission output shaft, which is equivalent to the motor power directly loaded on the transmission output shaft, realizing the P3 hybrid power mode.

[0018] When braking or downhill working condition, the mode switching sleeve and the motor driving tooth are closed, the wheel power is transmitted to the hollow shaft motor through the output shaft, the 4th gear, the intermediate shaft, the motor driven tooth, the motor driving tooth and the mode switching sleeve, and then the power is transmitted to the hollow shaft motor for energy recovery.

[0019] When the mode switching sleeve and the one-way clutch are closed at one end, the motor power is transmitted to the one-way clutch through the mode switching sleeve, coupled with the engine power, and the coupled power is transmitted to the transmission input shaft through the one-way clutch, realizing the P2 hybrid power mode.

[0020] When the mode switching sleeve is not combined with any side, the power of the hollow shaft motor is cut off, realizing the pure fuel working condition.

[0021] When the engine is off and the mode switching sleeve and the motor driving tooth are closed, the one-way clutch is automatically separated, the power of the hollow shaft motor is directly transmitted to the output shaft, realizing the pure electric working condition in the P3 mode.

[0022] When the mode switching sleeve and the one-way clutch are closed at one end, the power of the engine can be transmitted to the hollow shaft motor through the mode switching sleeve, and the surplus power of the engine can be recovered.

[0023] During the shifting process of the transmission, the mode switching sleeve and the motor driving tooth are closed, the motor power is directly transmitted to the output shaft, and the shifting process without power interruption is realized.

[0024] During the shifting process, only the engine speed is required to be lower than the input shaft speed of the transmission, the one-way clutch is automatically separated, that is, the power transmission between the engine and the input shaft is cut off, the shifting can be directly performed, and the shifting time is short.In addition, during the shifting process, the mode switching tooth sleeve can be closed at one end of the one-way clutch, the engine is driven in reverse by the motor, the engine speed is rapidly reduced, the shifting time is greatly shortened, and the energy of the engine can be recycled.

[0025] The beneficial effects of the utility model are:

[0026] In the case that only one motor exists, P2 and P3 hybrid power modes can be realized, the advantages of P2 and P3 can be exerted according to the working condition characteristics.In addition, engine surplus power recycling, braking and energy recycling in downhill working conditions can be realized.

[0027] The shifting performance of the AMT automatic transmission is improved, and power interruption-free shifting is realized.The shifting time of the AMT automatic transmission is greatly shortened, the shifting comfort is improved, and the reliability of the AMT automatic transmission is improved.

[0028] The clutch-free variable configuration hybrid power transmission assembly has the advantages of compact structure, easy manufacturing, convenient assembly, small mass and low cost, is a complete hybrid power transmission, and has great commercial application value. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 It is a structural diagram of the utility model.

[0030] The drawings show that: 1 is an engine, 2 is a motor driving tooth, 3 is a mode switching tooth sleeve, 4 is a one-way clutch, 5 is an input shaft, 6 is a 4th gear, 7 is an output shaft, 8 is a 3rd gear, 9 is an R gear, 10 is a 5th gear, 11 is a 2nd gear, 12 is a 1st gear, 13 is a transmission, 14 is an intermediate shaft, 15 is a motor driven tooth, and 16 is a hollow shaft motor. DETAILED DESCRIPTION

[0031] EMBODIMENT

[0032] A clutch-free variable configuration hybrid power transmission assembly, comprising a motor driving tooth 2, a mode switching tooth sleeve 3, a one-way clutch 4, a motor driven tooth 15 and a hollow shaft motor 16, characterized in that: the hollow shaft motor is arranged between the engine 1 and the transmission 13, and the input shaft 5 of the transmission 13 is coaxially arranged.

[0033] One end of the one-way clutch 4 is connected to the output shaft of the engine 1, and the other end is connected to the input shaft 5 of the transmission 13.

[0034] Because of the existence of the one-way clutch 4, during the gear shifting process, only the engine 1 rotating speed is lower than the input shaft 5 rotating speed of the transmission 13, the gear shifting can be directly performed, and the gear shifting time is shortened.

[0035] The mode switching sleeve 3 is connected with the output shaft of the hollow shaft motor 16, and rotates synchronously.

[0036] The mode switching sleeve 3 can move to the motor driving tooth 2 direction, so that the mode switching sleeve 3 and the motor driving tooth 2 are combined and rotate synchronously.

[0037] When the mode switching sleeve 3 and the motor driving tooth 2 are combined, the power of the hollow shaft motor 16 can be transmitted to the motor driving tooth 2, and the torque at the motor driving tooth 2 can also be transmitted to the hollow shaft motor 16 for energy recovery.

[0038] The mode switching sleeve 3 can move to the one-way clutch 4 direction, so that the mode switching sleeve 3 and the one-way clutch 4 are combined and rotate synchronously.

[0039] When the mode switching sleeve 3 and the one-way clutch 4 are combined, the output shaft of the engine 1 and the output shaft of the hollow shaft motor 16 are connected together.

[0040] When the mode switching sleeve 3 and the one-way clutch 4 are combined, the power of the engine 1 can be transmitted to the hollow shaft motor 16 for power generation.

[0041] When the mode switching sleeve 3 and the one-way clutch 4 are combined, the power of the engine 1 and the power of the hollow shaft motor 16 can be coupled at the one-way clutch 4.

[0042] When the mode switching sleeve 3 and the one-way clutch 4 are combined, the hollow shaft motor 16 can be used to regulate the speed of the engine 1.

[0043] The hollow shaft motor 16 can be used to regulate the speed of the engine 1, so that when the gear shifting is performed, the engine 1 is decelerated by using the hollow shaft motor 16 to generate power, the rotating speed of the engine 1 is quickly lowered than the input shaft 5 rotating speed of the transmission 13, and the gear shifting time is further shortened.

[0044] The motor driving tooth 2 rotates by engaging with the motor driven tooth 15.

[0045] The motor driven tooth 15 rotates by engaging with the motor driving tooth 2.

[0046] The motor driven tooth 15 and the intermediate shaft of the transmission 13 are fixed together and rotate synchronously.

[0047] When shifting, the mode switching sleeve 3 is combined with the motor driving teeth 2, and the power of the hollow shaft motor 16 is transmitted to the output shaft 7 through the mode switching sleeve 3, the motor driving teeth 2, the motor driven teeth 15, the intermediate shaft 14, and the fourth gear 6, so that the power interruption during shifting is avoided.

[0048] When the mode switching sleeve 3 is not combined, the power transmission of the hollow shaft motor 16 is cut off, and the pure fuel working condition is realized.

[0049] When the engine 1 is turned off and the mode switching sleeve 3 is combined with the motor driving teeth 2, the one-way clutch 4 is automatically separated, the power transmission of the engine 1 is cut off, and the pure electric working condition in the P3 mode is realized.

Claims

1. A variable configuration hybrid assembly comprising a hollow shaft electric machine (16) and an engine (1), characterized in that: The hollow shaft of the hollow shaft motor (16) is sleeved on the output shaft of the engine (1), the hollow shaft of the hollow shaft motor (16) is sleeved with the motor driving gear (2), the mode switching gear is installed at the front end of the hollow shaft, the mode switching gear sleeve (3) is installed on the mode switching gear, the hollow shaft is provided with a transmission shaft, the output shaft of the engine (1) is provided with a one-way clutch (4) at the end, the one-way clutch (4) is provided with an input gear, the mode switching gear sleeve (3) has three working states: A. only combined with the hollow shaft; B. combined with the hollow shaft and the one-way clutch (4) at the same time; C. combined with the hollow shaft and the motor driving gear (2) at the same time.

2. The variable configuration hybrid assembly of claim 1, wherein The output shaft of the engine (1) is connected with the input shaft (5) of the transmission (13) through the one-way clutch (4), and the motor driving gear (2) is engaged with the motor driven gear (15) on the intermediate shaft of the transmission (13).

3. The variable configuration hybrid assembly of claim 2, wherein During gear shifting, the engine (1) is rotated at a speed lower than the input shaft (5) of the transmission (13), so that the gear shifting can be directly performed.

4. The variable configuration hybrid assembly of claim 3, wherein When the mode switching gear sleeve (3) is combined with the one-way clutch (4), the hollow shaft motor (16) is used to regulate the speed of the engine (1); during gear shifting, the hollow shaft motor (16) is used to reverse the engine (1) to reduce the speed, and at the same time, the hollow shaft motor (16) is used to generate electricity, so that the engine (1) is quickly rotated at a speed lower than the input shaft (5) of the transmission (13).

5. The variable configuration hybrid assembly of claim 4, wherein During gear shifting, the mode switching gear sleeve (3) is combined with the motor driving gear (2), the power of the hollow shaft motor (16) is transmitted to the output shaft (7) through the mode switching gear sleeve (3), the motor driving gear (2), the motor driven gear (15), the intermediate shaft (14) and the fourth gear (6), so that the power interruption during gear shifting is avoided.

6. The variable configuration hybrid assembly of claim 3, wherein When the mode switching gear sleeve (3) is combined with the motor driving gear (2), the power of the hollow shaft motor (16) is transmitted to the motor driving gear (2), or the torque at the motor driving gear (2) is transmitted to the hollow shaft motor (16) for energy recovery.

7. The variable configuration hybrid assembly of claim 3, wherein When the mode switching gear sleeve (3) is combined with the one-way clutch (4), the output shaft of the engine (1) and the hollow shaft of the hollow shaft motor (16) rotate synchronously, so that the power of the engine (1) and the power of the hollow shaft motor (16) are coupled at the one-way clutch (4).

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